JP5892763B2 - Dual clutch type automatic transmission and its shift control method - Google Patents

Description

  The present invention relates to a dual clutch type automatic transmission having a dual clutch capable of transmitting the rotational driving force of a prime mover to each of two input shafts, and a transmission control method therefor.

  2. Description of the Related Art In recent years, attention has been focused on a dual clutch type automatic transmission that can eliminate a torque interruption during a shift change as shown in Patent Document 1. Such a dual clutch type automatic transmission supports two input shafts that are concentrically provided and fixed to even-numbered gears and odd-numbered gears, respectively, and even-numbered and odd-numbered driven gears that are arranged in parallel to the input shafts. And a second countershaft that supports the remaining driven gear among the even-numbered and odd-numbered driven gears. Two clutches for connecting and disconnecting torque transmission are provided between the engine and the two input shafts.

  With such a configuration, the dual clutch type automatic transmission has a clutch connected to one input shaft in a connected state, and engine torque is rotated from one input shaft to one of the counter shafts through a predetermined gear stage. And let the vehicle run. At this time, on the other input shaft in which the clutch is disengaged, the control device predicts (requests) a predetermined gear stage to be shifted next from the traveling state of the vehicle, the operation state of the accelerator, etc. The predicted gear stage (requested gear stage) is established and is on standby. For example, when the driver wants to accelerate and depresses the accelerator, and the vehicle speed reaches the shift point, the engagement of the clutch of one connected input shaft is disengaged and released. At the same time, the clutch of the other input shaft that was in the disconnected state is engaged, and eventually the engine torque is completely transmitted to the other input shaft through the gear stage (requested gear stage) that has been on standby. The vehicle runs by driving the wheels. As a result, the speed change operation is completed in a short time, and the torque is not easily lost during the speed change.

JP 2010-196745 A

  However, in the prior art described in Patent Document 1, for example, in a situation where the vehicle is accelerating during a downshift, the gear ratio of the required gear stage established on the other input shaft in the clutch disengaged state is increased. Therefore, the acceleration of the vehicle is amplified and transmitted to the other input shaft, and the input shaft rotational speed of the other input shaft may increase. When the clutch of one input shaft that has been connected is disengaged, the clutch of the other input shaft is engaged, and then the speed of the prime mover of the prime mover is increased to synchronize with the rotational speed of the other input shaft. It is necessary to make them coincide with each other, and there is a possibility that the motor rotational speed exceeds the allowable rotational speed.

  The present invention has been made in view of the above problems, and a highly reliable dual-clutch automatic transmission capable of performing a good shift without causing the motor speed to exceed an allowable speed even during a downshift. It is another object of the present invention to provide a speed change control method.

In order to solve the above problems, the invention of a dual clutch automatic transmission according to claim 1 is characterized in that the first input shaft and the second input shaft arranged concentrically, and the rotational driving force of a motor of a vehicle are the first. A dual clutch having a first clutch that transmits to one input shaft and a second clutch that transmits the rotational driving force to the second input shaft; and the odd clutch that is transmitted to the first input shaft by establishing an odd speed A first shift mechanism that shifts the rotational driving force and outputs the rotational driving force to the driving wheel side and a first shift mechanism that establishes an even-numbered shift stage , shifts the rotational driving force transmitted to the second input shaft, and outputs it to the driving wheel side . A two-shift mechanism, a prime mover rotational speed detector that detects the rotational speed of the drive shaft of the prime mover as a prime mover rotational speed, and an input shaft rotational speed that detects each input shaft rotational speed of the first input shaft and the second input shaft Number detection unit and shift command are sent Is the, the first of the clutch and the second clutch, the first input shaft and the separating side actual gear stage to be disconnected from the prime mover corresponding to the input shaft which is established among the second input shaft row the disconnection control of switching away clutch Utotomoni, the engaging clutch corresponding to the input shaft required gear stage in which the connected to a prime mover of said first input shaft and the second input shaft is established A shift control device that performs engagement control for engagement, and the shift control device, when performing switching between the disengagement side clutch and the engagement side clutch, immediately before the switching start time. The disengagement side clutch torque of the disengagement side clutch is controlled to be smaller than the rotational drive torque of the prime mover, and the engagement side clutch torque of the engagement side clutch immediately before the start of the switching is zero. A first control unit that controls, based on the input shaft rotation speed of the detected first or second input shaft, the first or low speed side gear stage of the low-speed side of the actual gear stage correspond respectively An estimated input shaft acceleration calculating section for calculating an estimated input shaft acceleration of the first or second input shaft when established for the second input shaft, and whether or not a downshift request gear stage is sent by the shift command When the downshift command transmission determination unit and the downshift command transmission determination unit determine that the downshift required gear has been transmitted, whether the required gear and the actual gear match A request gear stage determination unit that determines whether or not the request gear stage determination unit determines that the request gear stage does not match the actual gear stage, the calculated gear stage corresponding to the request gear stage Low speed A goal rotational speed shift level required for the estimated input shaft acceleration and the previous SL motor side gear position, based-out to, the input shaft rotational speed and said engine speed is synchronized at said engagement control A shift completion estimated time calculating unit that calculates a shift completion estimated time until the completion of a shift, and a rotation at the completion of the shift of the input shaft rotation speed or the prime mover rotation speed at the completion of the shift based on the calculated shift completion estimated time a shift change completion time revolution calculating unit for calculating the number, in the following the beginning of the switching, the front KisetsuHanare side clutch torque for performing pre KisetsuHanare control be reduced compared to before the start of the switching , and from the middle of the engagement of the engagement side clutch torque for performing focus control to increase compared to before the start of the switching, at least one line is to shift control said target rotational speed shift degree Kikushi, and a target speed shift degree control unit for the time of rotation speed the speed change completion smaller than the prime mover overspeed threshold.

  The dual clutch type automatic transmission according to a second aspect of the present invention is the dual clutch type automatic transmission according to the first aspect, wherein in the shift completion estimated time calculation unit, the target speed change speed of the prime mover is detected by the prime mover rotational speed detection unit. Calculation is performed based on the prime mover rotational speed of the prime mover.

According to a third aspect of the invention, there is provided a shift control method for a dual clutch automatic transmission, wherein the first input shaft and the second input shaft that are concentrically arranged, and the rotational driving force of a prime mover of a vehicle are transmitted to the first input shaft. And a dual clutch having a second clutch for transmitting the rotational driving force to the second input shaft, and an odd gear shift stage to shift the rotational driving force transmitted to the first input shaft. a first shift mechanism for outputting the driving wheel side, and passed a even-numbered gear shift stage, a second shift mechanism to shift the rotational driving force transmitted to the second input shaft and output to the drive wheel side, A prime mover rotational speed detector for detecting the rotational speed of the drive shaft of the prime mover as a prime mover rotational speed, an input shaft rotational speed detector for detecting the input shaft rotational speeds of the first input shaft and the second input shaft; When a shift command is sent, First clutch and of the second clutch, to cut away the disconnection side clutch which corresponds to the input shaft actual gear stage is established to be disconnected from the prime mover of said first input shaft and the second input shaft engaging the engageable the disconnection control line Utotomoni, the engaging clutch corresponding to the input shaft required gear stage in which the connected to a prime mover of said first input shaft and the second input shaft is established A shift control device for a dual clutch type automatic transmission having a control, wherein the shift control method is performed when switching between the disengagement side clutch and the engagement side clutch. The disengagement side clutch torque of the disengagement side clutch immediately before the start of the switching is controlled to be smaller than the rotational drive torque of the prime mover, and the engagement immediately before the start of the switching A first control step of controlling the engagement side clutch torque of the clutch to zero, on the basis of the input shaft rotation speed of the detected first or second input shaft, said low speed side gear of the low speed side of the actual gear stage An estimated input shaft acceleration calculating step for calculating an estimated input shaft acceleration of the first or second input shaft when a gear stage is established for the corresponding first or second input shaft, and downshift by the shift command Downshift command transmission determining step for determining whether or not the requested gear stage is transmitted, and when it is determined by the downshift command transmission determining step that the required gear stage of the downshift has been transmitted, And a required gear stage determining step for determining whether or not the actual gear stage matches, and the required gear stage is matched with the actual gear stage by the required gear stage determining step. If it is determined not to match, and goals rotational speed shift level required for the estimated input shaft acceleration and the previous SL prime mover of the computed the low-speed side gear stage corresponding to the required gear stage, second base Dzu-out, a shift completion estimated time calculation step of the engagement in the engagement control and the input shaft rotational speed and the engine rotational speed is computed shift completion estimated time until the shift change completion to synchronize, the calculated the shift change completion estimated time in the speed change completion time of rotation speed calculation step of calculating a shift change completion time rotation speed of the input shaft rotational speed or the engine rotational speed at the time of shift change completion, since the start time of the switching on the basis of, performing pre KisetsuHanare control comparison before KisetsuHanare the clutch torque can be reduced compared to before the start of the switching, and the engagement-side clutch torque for performing the engagement control and before the start of the switching for Increasing Te, at least one of the turned row increasing from the middle of the shift control said target rotational speed shift level, the shift change completion time rotational speed target rotational speed shift level control step smaller than the prime mover overspeed threshold And comprising.

According to the invention of the dual clutch type automatic transmission according to the first aspect, when the required gear stage for the downshift is sent and the required gear stage does not match the actual gear stage, the required gear stage during the engagement control is set. The estimated shift completion time until the input shaft speed of the corresponding input shaft and the motor speed of the prime mover coincide (synchronize) is calculated. Shift change completion estimated time and estimated input shaft acceleration of the input shaft corresponding to the calculated required gear stage, and the target revolving speed shifting of the RuHara motives have been set in advance for each shift pattern of the required gear stage from the actual gear stage Calculated based on Then, the rotational speed at the completion of the shift of the input shaft or the prime mover at the completion of the shift is calculated based on the estimated shift completion time. If the calculated speed at the completion of gear shifting is greater than the motor overspeed threshold set in advance according to the allowable speed of the motor, the motor speed is set so that the speed at the completion of gear shifting is less than the motor overspeed threshold. At least one of the increase of the clutch torque of the clutch that performs the engagement control and the decrease of the clutch torque of the clutch that performs the disengagement control are controlled so that the target speed change speed of the clutch is increased from the middle of the shift control. As a result, the motor speed can be synchronized (matched) with the input shaft in a speed range smaller than the motor overspeed threshold, so that the required gear speed can be prevented while preventing the motor speed from being overspeeded even during a downshift. The shift by the speed can be completed satisfactorily, and the reliability is improved.

  According to the invention of the dual clutch type automatic transmission according to the second aspect, the prime mover rotational acceleration is calculated based on the detected actual prime mover rotation speed, and the shift completion estimated time is calculated based on the calculation result. It can be estimated well and reliability is improved.

  According to the invention of the shift control method according to claim 3, the effect similar to that of claim 1 is obtained.

1 is a block diagram showing a partial configuration of a vehicle to which a dual clutch type automatic transmission according to the present invention can be applied. It is a skeleton figure which shows the structure of the transmission part of a dual clutch type automatic transmission. It is a figure which shows the drive mechanism of a fork. It is a graph which shows the relationship of clutch actuator operation amount-clutch torque. It is a figure explaining the shift line of an upshift and a downshift. It is a figure explaining the setting of the target clutch torque in the case of performing the control which enlarges a target rotational speed variable speed at the time of clutch engagement control. It is a figure explaining the setting of the target clutch torque in the case of performing control which enlarges a target rotational speed variable speed at the time of clutch disengagement control. It is a figure explaining each part state currently controlled by the speed-change control apparatus. It is the flowchart which showed the control method of the transmission control apparatus which concerns on 1st Embodiment. It is a figure explaining the method of calculating | requiring the shift completion estimated time T which concerns on a modification from a map.

  Hereinafter, a first embodiment of a dual clutch automatic transmission embodying the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing a configuration of a part of a vehicle to which a dual clutch type automatic transmission 1 according to the present invention can be applied. The vehicle shown in FIG. 1 is an FF (front engine front drive) type vehicle, which is an example of a prime mover, which is an engine 4 driven by combustion of gasoline, the dual clutch automatic transmission 1 according to the present invention, and a differential device 14. (Differential), drive shafts 15a and 15b, drive wheels 16a and 16b (front wheels), and driven wheels (rear wheels) (not shown). 1 is a top view of the vehicle, and the upper side of FIG. 1 corresponds to the front of the vehicle.

  As shown in FIG. 2, the dual clutch automatic transmission 1 includes a transmission case 11 in which a plurality of gear stages are formed and stored, and a clutch housing 12 that stores a dual clutch 40 (corresponding to the dual clutch of the present invention). Have. A case 10 is formed by the transmission case 11 and the clutch housing 12.

  Further, the dual clutch automatic transmission 1 switches a plurality of gear stages accommodated in the transmission case 11 (shift shift) and a first clutch disk 41 (which constitutes the first clutch of the present invention) of the dual clutch 40. ) And the second clutch disc 42 (which constitutes the second clutch of the present invention). The speed change control device is configured by an ECU 2 (Engine Control Unit) and a TCU 3 (Transmission Control Unit).

  As shown in FIG. 1, the ECU 2 includes an output shaft speed sensor 4a of the engine 4 provided in the vicinity of the drive shaft 4b of the engine 4, a motor for opening and closing a throttle valve of the throttle body of the engine 4, and a throttle valve of the throttle body. A throttle opening sensor for detecting the opening, an injector for performing fuel injection (both not shown), an accelerator opening sensor 27 provided on the accelerator pedal P, and the like are connected. As a result, data is exchanged with each device or a control command is issued to each device. For example, the motor is driven to control the throttle opening of the throttle body based on the above information including data obtained from the TCU 3, or the fuel injection amount of the injector is controlled. The engine speed Ne which is the engine speed is controlled.

  As shown in FIG. 1, the TCU 3 outputs the DC electric motors 19a and 19b and the DC electric motors 19a and 19b included in the first and second clutch actuators 17 and 18 that perform switching control of the dual clutch 40 described later. Stroke sensors 17a and 18a for detecting the stroke to be performed, vehicle speed sensors 23a and 23b for detecting the vehicle speed, and first and second input shaft rotational speed sensors 24a and 24b are connected. The TCU 3 is connected to each motor 131 of a fork drive mechanism 130 that operates first to fourth shift clutches 101 to 104, which will be described later, and shift stroke sensors 136 to 139 for detecting a stroke (see FIG. 3). ). As a result, the TCU 3 exchanges data with each device or issues a control command to each device. The TCU 3 is connected to the ECU 2 and appropriately controls the shift of the dual clutch automatic transmission 1 while exchanging information with the ECU 2 through CAN communication.

  As shown in FIG. 2, the dual clutch automatic transmission 1 is a seven-speed forward dual clutch automatic transmission, and in the axial direction within the case 10, a first input shaft 21, a second input shaft 22, A first countershaft 31 and a second countershaft 32 are provided. The case 10 also includes a dual clutch 40, drive gears 51 to 57 for each gear stage, final reduction drive gears 58 and 68, driven gears 61 to 67 for each gear stage, a reverse gear 70, and a ring gear 80. . Hereinafter, the same axial direction as the first input shaft 21, the second input shaft 22, the first auxiliary shaft 31, and the second auxiliary shaft 32 is referred to as an input axis direction.

  The first input shaft 21 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing. A portion for supporting the bearing and a plurality of external tooth splines are formed on the outer peripheral surface of the first input shaft 21. The first input shaft 21 is directly formed with a plurality of odd speed drive gears, a first speed drive gear 51 and a third speed drive gear 53. Further, a plurality of fifth-speed drive gears 55 and seventh-speed drive gears 57 that are odd-numbered stage drive gears are press-fitted and fixed to external splines formed on the outer peripheral surface of the first input shaft 21 by spline fitting. Further, a connecting portion (spline) that is spline-engaged with the inner diameter portion of the first clutch disc 41 is formed on the outer peripheral surface of the end portion of the first input shaft 21. The inner diameter portion of the first clutch disk 41 is engaged with the connecting portion (spline) and can move forward and backward in the input shaft direction on the first input shaft 21.

  The second input shaft 22 is formed in a hollow shaft shape, and is rotatably supported on the outer periphery of a part of the first input shaft 21 via a plurality of bearings. The transmission case 11 and the clutch housing are supported by the bearings. 12 is supported rotatably. That is, the second input shaft 22 is disposed so as to be rotatable relative to the first input shaft 21 concentrically. Similarly to the first input shaft 21, a portion for supporting the bearing and a plurality of external gears are formed on the outer peripheral surface of the second input shaft 22. The second input shaft 22 is formed with a plurality of even speed drive gears, a second speed drive gear 52, a fourth speed drive gear 54, and a sixth speed drive gear 56. Further, a connecting portion (spline) that is spline-engaged with the inner diameter portion of the second clutch disk 42 is formed on the outer peripheral surface of the end portion of the second input shaft 22. The inner diameter portion of the second clutch disk 42 is engaged with the connecting portion (spline) and can move forward and backward in the input shaft direction on the second input shaft 22.

  The first countershaft 31 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing, and is disposed in parallel to the first input shaft 21 in the transmission case 11. A final reduction drive gear 58 is formed on the outer peripheral surface of the first countershaft 31, and a portion for supporting the bearing and a plurality of external splines are formed. Further, the first countershaft 31 is formed with a support portion that supports the first-speed driven gear 61, the third-speed driven gear 63, the fourth-speed driven gear 64, and the reverse gear 70 so as to be freely rotatable.

  The external splines of the first countershaft 31 include a first shift clutch 101 (corresponding to the first shift mechanism of the present invention) and a third shift clutch 103 (corresponding to the second shift mechanism of the present invention) described later. Each clutch hub 201 is press-fitted by spline fitting. The final reduction drive gear 58 meshes with the ring gear 80 of the differential 14 (differential) shown in FIG.

  A first-speed driven gear 61 that is supported by the support portion of the first countershaft 31 so as to be free-wheeling meshes with a first-speed drive gear 51 formed on the first input shaft 21, and a first-speed gear stage (an odd-numbered speed change according to the present invention). Corresponds to the step). When the first gear driven gear 61 is selected by the TCU 3 as the required gear stage Gd, the sleeve 202 of the first shift clutch 101 moves to the first gear driven gear 61 side, and the first gear driven gear 61, the first countershaft 31, Is connected so that relative rotation is impossible. As a result, the first-speed driven gear 61 and the first countershaft 31 are integrally rotated (this state is referred to as a state in which the first-speed gear stage is established. The same applies to the above). At this time, the operating state of the first shift clutch 101 is monitored by the shift stroke sensor 136 for the first shift clutch 101 and the current state of the first shift clutch 101 is grasped by the TCU 3. Thereafter, the same applies to the second shift clutch 102 to the fourth shift clutch 104.

  A third-speed driven gear 63 that is supported by the support portion of the first countershaft 31 so as to be free-wheeling meshes with a third-speed drive gear 53 formed on the first input shaft 21, and a third-speed gear stage (an odd number of the present invention). Corresponding to the gear position). When the third speed driven gear 63 is selected by the TCU 3, the sleeve 202 of the first shift clutch 101 moves to the third speed driven gear 63 side so that the third speed driven gear 63 and the first countershaft 31 cannot be rotated relative to each other. Connecting. As a result, the third speed driven gear 63 and the first countershaft 31 are rotated integrally (a state where the third speed gear stage is established).

  A four-speed driven gear 64 that is supported by the support portion of the first countershaft 31 so as to be free-wheeling meshes with a four-speed drive gear 54 formed on the second input shaft 22, and a four-speed gear stage (even number of the present invention). Corresponding to the gear position). When the 4-speed driven gear 64 is selected by the TCU 3, the sleeve 202 of the third shift clutch 103 moves to the 4-speed driven gear 64 side so that the 4-speed driven gear 64 and the first countershaft 31 cannot be rotated relative to each other. Connecting. As a result, the fourth speed driven gear 64 and the first countershaft 31 rotate integrally (fourth speed gear stage established state).

  Further, when the reverse gear 70 supported by the TCU 3 so as to be freely rotatable on the support portion of the first countershaft 31 is selected, the sleeve 202 of the third shift clutch 103 moves to the reverse gear 70 side, and the reverse gear 70 and The first counter shaft 31 is connected so as not to be relatively rotatable. As a result, the reverse gear 70 and the first countershaft 31 rotate integrally (reverse gear stage establishment state). The reverse gear 70 always meshes with a small-diameter gear 62a formed integrally with a second-speed driven gear 62 that is supported by the second countershaft 32 so as to be free to rotate.

  The second countershaft 32 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing, and is disposed in parallel to the first input shaft 21 in the transmission case 11. Further, on the outer peripheral surface of the second countershaft 32, as with the first countershaft 31, a final reduction drive gear 68 is formed, and a portion for supporting the bearing and a plurality of external splines are formed. The external spline of the second countershaft 32 includes a second shift clutch 102 (corresponding to the second shift mechanism of the present invention) and a fourth shift clutch 104 (corresponding to the first shift mechanism of the present invention). The clutch hub 201 is press-fitted by spline fitting. The final reduction drive gear 68 meshes with the ring gear 80 of the differential device 14. The ring gear 80 is meshed with the final reduction drive gear 58 and the final reduction drive gear 68, so that the ring gear 80 is always rotationally connected to the first auxiliary shaft 31 and the second auxiliary shaft 32. The ring gear 80 is rotationally connected to the drive shafts 15 a and 15 b and the drive wheels 16 a and 16 b via an output shaft (not shown) supported by the case 10 and the differential device 14. Further, the second countershaft 32 is formed with a support portion that supports the second speed driven gear 62, the fifth speed driven gear 65, the sixth speed driven gear 66, and the seventh speed driven gear 67 so as to be freely rotatable. Yes.

  A second-speed driven gear 62 supported rotatably on the support portion of the second countershaft 32 meshes with a second-speed drive gear 52 formed on the second input shaft 22, and a second-speed gear stage (the even speed change of the present invention). Corresponds to the step). When the second speed driven gear 62 is selected by the TCU 3, the sleeve 202 of the second shift clutch 102 moves to the second speed driven gear 62 side so that the second speed driven gear 62 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the second speed driven gear 62 and the second countershaft 32 rotate integrally (second speed gear stage established state).

  Further, the 5-speed driven gear 65 supported by the support portion of the second countershaft 32 so as to be free-wheeling meshes with the 5-speed drive gear 55 formed on the first input shaft 21, and the 5-speed gear stage (the present invention). Corresponding to an odd number of gears). When the fifth speed driven gear 65 is selected by the TCU 3, the sleeve 202 of the fourth shift clutch 104 moves to the fifth speed driven gear 65 side so that the fifth speed driven gear 65 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the fifth-speed driven gear 65 and the second countershaft 32 rotate integrally (a fifth-speed gear stage is established).

  Further, the 6-speed driven gear 66 supported so as to be free to rotate by the support portion of the second countershaft 32 meshes with the 6-speed drive gear 56 formed on the second input shaft 22, and the 6-speed gear stage (the present invention). Corresponding to an even number of gears). When the 6-speed driven gear 66 is selected by the TCU 3, the sleeve 202 of the second shift clutch 102 moves to the 6-speed driven gear 66 side so that the 6-speed driven gear 66 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the 6-speed driven gear 66 and the second countershaft 32 rotate together (a 6-speed gear stage is established).

  Further, the seventh speed driven gear 67 supported by the support portion of the second countershaft 32 so as to be free-wheeling meshes with the seventh speed drive gear 57 formed on the first input shaft 21, and the seventh speed gear stage (the present invention). Corresponding to an odd number of gears). When the 7-speed driven gear 67 is selected by the TCU 3, the sleeve 202 of the fourth shift clutch 104 moves to the 7-speed driven gear 67 side so that the 7-speed driven gear 67 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the seventh-speed driven gear 67 and the second countershaft 32 rotate integrally (a seventh-speed gear stage is established).

  Next, the dual clutch 40 will be described with reference to FIGS. 1 and FIG. 2 may look different in configuration, the dual clutch 40 in FIG. 2 is a simpler illustration than the dual clutch 40 in FIG. 1. The dual clutch 40 in FIG. 2 is the same.

  The dual clutch 40 is provided concentrically with the first input shaft 21 and the second input shaft 22. The dual clutch 40 is accommodated in the clutch housing 12 on the right side of FIG. 2 and, as shown in FIGS. 1 and 2, the first and second clutch disks 41 and 42, the center plate 43, and the first and second pressure plates 44. , 45 and first and second diaphragm springs 46, 47 (see FIG. 1). At this time, the first clutch disk 41, the center plate 43, the first pressure plate 44, and the first diaphragm spring 46 constitute the first clutch of the present invention. The second clutch disk 42, the center plate 43, the second pressure plate 45, and the second diaphragm spring 47 constitute the second clutch of the present invention.

  The first clutch disc 41 transmits the rotational drive torque Ter of the engine 4 (corresponding to the rotational drive force of the present invention) to the first input shaft 21, and the second clutch disc 42 receives the rotational drive torque Ter of the engine 4 as two inputs. It is transmitted to the shaft 22. The first clutch disc 41 is spline-engaged to the connecting portion of the first input shaft 21 so as to be movable in the input shaft direction, and the second clutch disc 42 is movable to the connecting portion of the second input shaft 22 in the input shaft direction. The spline is engaged.

  As shown in FIGS. 1 and 2, the center plate 43 has a surface between the first clutch disk 41 and the second clutch disk 42 facing the surfaces of the first and second clutch disks 41 and 42 in parallel. Has been placed. The center plate 43 is provided between the outer peripheral surface of the second input shaft 22 so as to be rotatable relative to the second input shaft 22 via a ball bearing, and is connected to the drive shaft 4b of the engine 4 and integrally rotates.

  As shown in FIGS. 1 and 2, the first and second pressure plates 44 and 45 sandwich the first and second clutch disks 41 and 42 between the first and second clutch disks 41 and 42, respectively. The discs 41 and 42 are arranged so as to be crimped.

  The first and second diaphragm springs 46 and 47 shown in FIG. 1 are formed in a disc shape. The first diaphragm spring 46 is disposed on the opposite side of the first pressure plate 44 in the input shaft direction around the center plate 43. The outer diameter portion of the first diaphragm spring 46 and the first pressure plate 44 are connected by a cylindrical connecting portion 44a. The first diaphragm spring 46 is supported by the tip of the arm 43 a that extends from the center plate 43. In this state, the first pressure plate 44 is separated from the first clutch disc 41 when the connecting portion 44a is biased toward the engine 4 by the spring force that biases the outer diameter portion of the first diaphragm spring 46 toward the engine 4. .

  When the inner diameter portion of the first diaphragm spring 46 is pressed toward the engine 4 side, the spring force of the outer diameter portion of the first diaphragm spring 46 toward the engine 4 is attenuated. At the same time, the outer diameter portion of the first diaphragm spring 46 moves in the opposite direction to the engine 4 with the tip of the arm portion 43 a extending from the center plate 43 as a fulcrum. As a result, the first pressure plate 44 moves in the direction of the first clutch disk 41 and eventually the first clutch disk 41 is sandwiched and pressed against the center plate 43. Then, it is completely engaged and the rotational drive torque Ter of the engine 4 is transmitted to the first input shaft 21. In the above description, the pressing force for pressing the inner diameter portion of the first diaphragm spring 46 is controlled by the actuator operation amount L1 when the inner diameter portion is pressed, and details thereof will be described later.

  The second diaphragm spring 47 is disposed on the transmission side of the second pressure plate 45 and on the engine 4 side of the arm portion 43 a of the center plate 43, and faces the second pressure plate 45. The outer diameter portion of the second diaphragm spring 47 is arranged so that the spring force of the outer diameter portion urges the arm portion 43a extending from the center plate 43 toward the transmission side. As a result, the second pressure plate 45 is not pressed against the second clutch disk 42 in a normal state. When the inner diameter portion of the second diaphragm spring 47 is pressed toward the engine 4 side, the vicinity of the pressing portion moves in the direction of the engine 4 with the outer diameter portion of the second diaphragm spring 47 contacting the arm portion 43a as a fulcrum. As a result, the second pressure plate 45 is pushed by the diaphragm spring 47 and moves in the direction of the second clutch disc 42, and the second clutch disc 42 is sandwiched and pressed against the center plate 43. Then, it is completely engaged and the rotational drive torque Ter of the engine 4 is transmitted to the second input shaft 22. Similar to the first diaphragm spring 46, the pressing force for pressing the inner diameter portion of the second diaphragm spring 47 is controlled by the actuator operation amount L2 when the inner diameter portion is pressed.

  The pressing of the inner diameter portions of the first diaphragm spring 46 and the second diaphragm spring 47 described above is controlled by the first and second clutch actuators 17 and 18 (corresponding to the clutch actuator of the present invention) shown in FIG. The first and second clutch actuators 17 and 18 are respectively DC motors 19a and 19b, rods 25a and 25b that linearly move by a ball screw structure by the operation of the DC motors 19a and 19b, and straight lines of the rods 25a and 25b. Transmitting portions 26a, 26b that transmit the movement to the inner diameter portions of the first and second diaphragm springs 46, 47 by a link mechanism, and stroke sensors 17a, which detect actuator operating amounts L1, L2 of the linear motion of the rods 25a, 25b, 18a. And the information regarding the actuator operation amounts L1 and L2 of the rods 25a and 25b detected by the stroke sensors 17a and 18a is transmitted to the TCU3.

  Since the dual clutch 40 is configured in this way, when a shift command is sent from the TCU 3 to the first or second clutch actuators 17 and 18, the TCU 3 activates the first or second clutch actuators 17 and 18 according to a predetermined actuator operation. The clutch torque Tc transmitted from the engine 4 to the input shaft is controlled by operating toward the transmission side by the amounts L1 and L2. As a result, the TCU 3 disconnects the clutch corresponding to the input shaft disconnected from the engine 4 of the first input shaft 21 and the second input shaft 22 of the first clutch disc 41 and the second clutch disc 42. Take control.

  At the same time, the TCU 3 is connected to the engine 4 of the first input shaft 21 and the second input shaft 22 of the first clutch disc 41 constituting the first clutch and the second clutch disc 42 constituting the second clutch. The clutch disk of the clutch corresponding to the input shaft has a clutch torque Tc based on the output drive torque Te of the engine 4 (corresponding to the output drive force of the present invention) and the target rotational speed variation ΔNet required for the engine 4. The target clutch torque Tca calculated in this way is controlled (details will be described later). Then, when the rotational speed Ne of the engine 4 synchronizes with the rotational speed Ni1 or Ni2 of the input shaft to be connected, engagement control is performed. Specifically, the DC electric motor 19a or 19b is operated, and the operation of the rod 25a or 25b is controlled to press the inner diameter portion of the first or second diaphragm springs 46 and 47 toward the engine 4 side.

  Next, the 1st-4th shift clutch 101-104 is demonstrated based on FIG. 2, FIG. Each of the forks 72a, 72b, 72c, 72d shown in FIGS. 2 and 3 engages with the outer peripheral portion of the sleeve 202 included in the first to fourth shift clutches 101 to 104 and slides the sleeve 202 in the input shaft direction. It is. Each fork 72a-72d is driven by the respective fork drive mechanism 130.

  In the present embodiment, four fork drive mechanisms 130 are provided to drive the first to fourth shift clutches 101 to 104, respectively. As shown in FIG. 3, each fork drive mechanism 130 includes a motor 131 having a worm gear 132 formed on a rotating shaft, a worm wheel 133 meshing with the worm gear 132, and a pinion gear 134 formed integrally with the worm wheel 133. , A rack shaft 135 that meshes with the pinion gear 134 is provided. The rack shaft 135 is integrally provided with the forks 72a to 72d. That is, by rotating the motor 131 of each fork drive mechanism 130, the forks 72 a to 72 d connected to the motor 131 slide in the axial direction of the first countershaft 31 or the second countershaft 32.

  Further, as shown in FIG. 3, shift stroke sensors 136 to 139 for detecting a stroke amount by which the forks 72 a to 72 d slide and move in the axial direction are provided in the vicinity of the rotation shaft of the pinion gear 134. The shift stroke sensors 136 to 139 are connected to the TCU 3, and the rotation speed of the worm wheel 133 is converted into a stroke amount by the calculation unit of the TCU 3. The shift stroke sensors 136 to 139 may be provided in the vicinity of the rotation axis of the motor 131, respectively.

  The first shift clutch 101 is disposed between the first speed driven gear 61 and the third speed driven gear 63 in the axial direction of the first countershaft 31. The second shift clutch 102 is disposed between the second speed driven gear 62 and the sixth speed driven gear 66 in the axial direction of the second countershaft 32. The third shift clutch 103 is disposed between the fourth speed driven gear 64 and the reverse gear 70 in the axial direction of the first countershaft 31. Further, the fourth shift clutch 104 is disposed between the fifth speed driven gear 65 and the seventh speed driven gear 67 in the axial direction of the second countershaft 32.

  As shown in FIG. 2, the first shift clutch 101 includes a clutch hub 201, a first speed engagement member 205, a third speed engagement member 205, a synchronizer ring 203, and a sleeve 202. The clutch hub 201 is splined to the first countershaft 31. The first-speed engagement member 205 is press-fitted and fixed to the first-speed driven gear 61, and the third-speed engagement member 205 is press-fitted and fixed to the third-speed driven gear 63. The synchronizer ring 203 is interposed between the clutch hub 201 and the left and right engaging members 205, 205, respectively. The sleeve 202 is splined to the outer periphery of the clutch hub 201 so as to be movable in the axial direction. The first shift clutch 101 is a known synchromesh mechanism that removably connects the driven gears 61 and 63 to the first input shaft 21.

  The sleeve 202 of the first shift clutch 101 is not engaged with any of the engagement members 205 and 205 in the neutral position. However, the rack shaft 135 is driven in the input shaft direction by the operation of the fork drive mechanism 130, and the sleeve 202 is moved to the first speed driven gear 61 side by the fork 72a fixed to the rack shaft 135 and engaged with the annular groove on the outer periphery of the sleeve 202. When shifted, the internal teeth (not shown) of the sleeve 202 are spline-engaged with the synchronizer ring 203 on the first-speed driven gear 61 side. Then, the rotation of the first countershaft 31 and the first speed driven gear 61 is synchronized while pressing the synchronizer ring 203 against the first speed driven gear 61. Next, the inner teeth of the sleeve 202 are engaged with the external splines on the outer periphery of the first-speed engagement member 205, and the first countershaft 31 and the first-speed driven gear 61 are integrally connected to establish the first-speed gear stage. . Further, if the fork 72a causes the fork 72a to shift the sleeve 202 toward the third speed driven gear 63, the first countershaft 31 and the third speed driven gear 63 are similarly synchronized with each other after the rotation of the first countershaft 31 and the third speed driven gear 63 is synchronized. To establish a third gear.

  The second to fourth shift clutches 102 to 104 are substantially the same in structure as the first shift clutch 101 and only have different attachment positions. The second shift clutch 102 selectively couples the second speed driven gear 62 and the sixth speed driven gear 66 to the second countershaft 32 to disable relative rotation, and establishes the second speed gear stage and the sixth speed gear stage. In addition, the third shift clutch 103 selectively connects the fourth speed driven gear 64 and the reverse gear 70 to the first countershaft 31 to disable relative rotation, and establishes the fourth speed gear stage and the reverse gear stage. Further, the fourth shift clutch 104 selectively connects the fifth speed driven gear 65 and the seventh speed driven gear 67 to the second countershaft 32 to make the relative rotation impossible, and establishes the fifth speed gear stage and the seventh speed gear stage.

As shown in FIG. 1, the ECU 2 includes an accelerator depression amount detection unit 2a and a prime mover rotation speed detection unit 2b.
The accelerator depression amount detection unit 2a includes an accelerator opening sensor 27 and detects the depression of the accelerator depressed by the driver and the accelerator depression amount Lac. Specifically, the accelerator opening acquired from the accelerator opening sensor 27 is detected as the depression amount.
The prime mover rotational speed detector 2b includes an output shaft rotational speed sensor 4a provided in the vicinity of the drive shaft 4b of the engine 4, and detects the engine rotational speed Ne by the output shaft rotational speed sensor 4a.

  The TCU 3 has a shift clutch control unit (not shown) that controls the fork drive mechanism 130 that operates the first to fourth shift clutches 101 to 104 as described above. The TCU 3 has a shift control unit 3b. When a shift command to the required gear stage Gd is sent, the TCU 3 is engaged between the first clutch disk 41 and the second clutch disk 42 by the shift control unit 3b. One clutch disk in which Gp is established is controlled to be disengaged, and the other clutch disk in which the required gear stage Gd is established is engaged. Here, the required gear stage Gd refers to the gear position to be selected next to the current gear stage Gp requested by the TCU 3 based on the accelerator operation state of the driver, the traveling state of the vehicle, the shift line, and the like. Actually, the calculation of the required gear stage Gd is performed based on a shift line prepared in advance and stored in the ROM of the TCU 3.

  For example, the shift lines shown in FIG. 5 are representatively, for example, a shift line A from the second speed stage to the third speed stage on the upshift side, a shift line B from the third speed stage to the fourth speed stage, and 4 on the downshift side. A shift line D from the first gear to the third gear and a shift line C from the third gear to the second gear are shown. The shift line is map data used at the time of shifting of the vehicle. The gear selection parameter (vehicle speed V and accelerator pedal opening in the present embodiment) selected in advance is set for each axis, and from one gear stage to another gear stage. This is a reference line for determining whether or not shifting is required.

  As shown in FIG. 5, the dual clutch automatic transmission 1 has pre-shift lines a and b indicated by broken lines slightly before the up-shift side shift lines A and B. The pre-transmission lines a and b are determined by the fork drive mechanism 130 when the relationship between the predetermined accelerator opening and the vehicle speed V exceeds the pre-transmission lines a and b in the middle of moving toward the high-speed gear stage. This is a shift line for starting a shift to a gear stage (required gear stage Gd) corresponding to each pre-shift line that has passed. Similarly, pre-shift lines c and d indicated by broken lines are provided slightly before the shift lines C and D on the downshift side during deceleration. Thus, when the vehicle speed V is decelerated by turning off or loosening the accelerator pedal P, or when the accelerator pedal P is depressed as shown by the one-dot chain line in FIG. 5, the relationship between the accelerator opening and the vehicle speed V is pre-shifted. The fork drive mechanism 130 starts shifting to the gear stage (required gear stage Gd) corresponding to the pre-shift lines c and d when the lines c and d are moved toward the low-speed side shift gear stage and are eventually exceeded.

  When an up-shift command for shifting up from a second gear to a gear with a smaller gear ratio, such as a third gear, is sent, the following gear change control is performed. The transmission control unit 3b (which constitutes the transmission control device according to the present invention) first operates the second clutch actuator 18 and is connected to the second input shaft 22 to which the second speed drive gear 52 is fixed. Separation control for separating 42 is performed while being controlled by a preset target clutch torque Tca.

  At the same time, the shift control unit 3b operates the first clutch actuator 17 to set the first clutch disk 41 connected to the first input shaft 21 to which the established third speed drive gear 53 is fixed. Engagement control is performed such that the engine speed Ne and the first input shaft speed Ni1 are connected in synchronization with each other, controlled by Tca. At this time, the engine rotational speed Ne is detected by the prime mover rotational speed detector 2b, and the first input shaft rotational speed Ni1 is detected by an input shaft rotational speed detector 3a described later. Then, when the engine speed Ne is synchronized with the first input shaft speed Ni1, the speed change control unit 3b operates the clutch actuator operation amount L1 of the first clutch actuator 17 to the maximum amount (not shown) to move the first clutch disc 41. Connect completely.

  Here, in the upshift as described above, assuming that the vehicle speed V before and after the shift is constant, the gear ratio of the shift gear stage is small. For this reason, the first input shaft rotational speed Ni1 is lower than the second input shaft rotational speed Ni2, and as a result, the engine rotational speed Ne decreases before and after the shift. Therefore, simply switching the engagement state of the first clutch disk 41 and the second clutch disk 42 may increase the clutch load or cause a shift shock. Therefore, as described above, the shift control unit 3b performs the synchronization control to decelerate the engine speed Ne and synchronize with the first input shaft speed Ni1 before completely connecting the first clutch disk 41, as described above. In addition, the engine speed Ne after shifting is stabilized.

  Further, for example, in a downshift such as a third gear to a second gear, assuming that the vehicle speed V before and after the shift is constant, the gear ratio of the shift gear is large. For this reason, the second input shaft rotational speed Ni2 is higher than the first input shaft rotational speed Ni1, thereby increasing the engine rotational speed Ne before and after the shift. Therefore, simply switching the engagement state of the first clutch disk 41 and the second clutch disk 42 may increase the clutch load or cause a shift shock. Therefore, before the second clutch disk 42 is completely connected, the shift control unit 3b performs synchronous control for accelerating the engine speed Ne and synchronizing it with the second input shaft speed Ni2, thereby reducing shift shock and shifting. Later, the engine speed Ne is stabilized.

  As shown in FIG. 1, the TCU 3 includes an input shaft rotational speed detection unit 3a, the above-described shift control unit 3b, an estimated input shaft acceleration calculation unit 3c, a downshift command transmission determination unit 3d, and a required gear stage determination unit 3e. A motor rotation acceleration calculation unit 3f, a gear shift completion estimated time calculation unit 3g, a gear shift completion input shaft rotation speed calculation unit 3h (corresponding to the gear shift completion time rotation speed calculation unit of the present invention), a target rotation speed change And a speed control unit 3k.

  The input shaft rotational speed detector 3a includes a first input shaft rotational speed sensor 24a provided in the vicinity of the first input shaft 21 shown in FIG. 1 and a second input shaft rotational speed sensor provided in the vicinity of the second input shaft 22. 24b, the input shaft rotational speeds Ni1 and Ni2 of the first input shaft 21 and the second input shaft 22 are detected.

  When the shift command is sent as described above, the shift control unit 3b determines that the actual gear stage Gp of the first input shaft 21 and the second input shaft 22 of the first clutch disk 41 and the second clutch disk 42 is set. Separation control is performed to disengage while controlling a clutch disk corresponding to an input shaft (hereinafter referred to as an actual gear stage input shaft) that is separated from the established engine 4. At the same time, of the first clutch disc 41 and the second clutch disc 42, the input shaft connected to the engine 4 in which the required gear stage Gd of the first input shaft 21 and the second input shaft 22 is established (hereinafter referred to as a request). The clutch disk corresponding to the gear stage input shaft) is engaged with the input shaft rotational speed Ni of the input shaft to which the engine rotational speed Ne is connected while controlling the clutch torque Tc to be the target clutch torque Tca. Engagement control is performed.

  The target clutch torque Tca is calculated by the following [Equation 1]. This target clutch torque Tca controls the disengagement of the low-speed gear side clutch, and controls the disengagement control of the high-speed gear stage side clutch when engaging with the high speed gear side clutch. This is the reference transmission torque that enables a shift with suppressed shift shock when the low-speed gear stage clutch is controlled with this torque. The target clutch torque Tca is determined in advance every time a shift is made from a predetermined actual gear stage Gp to a predetermined required gear stage Gd (for example, 4th gear stage → 3rd gear stage or 4th gear stage → 2nd gear stage). Appropriate values are set by experiments or the like and stored in a ROM (not shown).

[Equation 1]
Tca = Te−Ie · ΔNet
Tca: target clutch torque Te: current output torque of the engine Ie: inertia ΔNet: target rotational speed variable speed

  Therefore, first, the inertia Ie (also referred to as the moment of inertia or the inertial performance ratio) of the engine 2 is multiplied by the target rotational speed variation ΔNet (corresponding to the target rotational speed variation of the present invention) of the engine 4 to obtain a high-speed gear stage side clutch. Alternatively, the target inertia torque Ie · ΔNet of the low speed gear stage side clutch is calculated. This “target inertia torque Ie · ΔNet” should be transmitted from the first and second clutch disks 41 and 42 to the drive shaft 4b of the engine 4 in order to suitably change (decelerate or accelerate) the engine speed Ne. It corresponds to deceleration torque or acceleration torque. In the above description, the target inertia torque Ie · ΔNet takes a negative value when decelerating the engine speed Ne, and takes a positive value when accelerating.

  The target speed change speed ΔNet is the rotational acceleration of the drive shaft at the engine speed Ne, and is determined in advance as a target value for the speed change of the engine speed Ne in the upshift control (upshift) or the downshift control (downshift). It is the value that has been. That is, the target rotational speed change speed ΔNet is controlled so that the speed change shock can be suppressed and the speed change can be made early if the speed change of the engine speed Ne is controlled to the target rotational speed change speed ΔNet in the upshift control or the downshift control. Can be completed.

  Then, a target clutch torque Tca is calculated by subtracting the target inertia torque Ie · ΔNet from the current output torque Te of the engine 4. The “current current output torque Te” of the engine 4 is, for example, the engine rotational speed Ne detected by the prime mover rotational speed detection unit 2b or the accelerator depression amount of the accelerator pedal P (accelerator depression detected by the accelerator depression amount detection unit 2a). It can be calculated based on a detected value such as an opening degree.

  The clutch actuator operation amounts L1 and L2 of the first and second clutch actuators 17 and 18 for obtaining the target clutch torque Tca are calculated by a calculation unit (not shown) included in the shift control unit 3b. The correspondence relationship between the clutch actuator operation amount L and the clutch torque Tc is acquired in advance and stored, for example, in the ROM (see FIG. 4). In view of this, the calculation unit (not shown) obtains the clutch actuator operation amounts L1 and L2 of the first and second clutch actuators 17 and 18 corresponding to the target clutch torque Tca from the table of FIG.

  The estimated input shaft acceleration calculation unit 3c is based on the current input shaft rotational speed Ni1 of the first input shaft 21 or the input shaft rotational speed Ni2 of the second input shaft 22 detected by the input shaft rotational speed detection unit 3a. Estimated input shaft accelerations Ni1a, Ni2a of the input shaft when a low-speed side shift gear (for example, 3rd to 1st gears) lower than the actual gear Gp (for example, 4th gear) is established for the corresponding input shaft. Is estimated. Specifically, first, the current input shaft acceleration Ni1a or Ni2a is calculated by differentiating the current input shaft speed Ni1 or Ni2. At this time, the input shaft acceleration Ni1a or Ni2a is the rotational acceleration of the wheels 16a, 16b of the vehicle that is rotationally connected to the second input shaft 22, via the first countershaft 31, and the actual gear stage Gp (fourth gear). It is calculated as a function having a proportional relationship with the current acceleration Va of the vehicle. Then, based on the input shaft acceleration Ni2a of the second input shaft 22 calculated in this way, for example, the first input shaft 21 or the second input shaft 22 corresponding to the third to first gears, which are the low speed side gears, respectively. The input shaft acceleration Ni1a (corresponding to the third gear and the first gear in the present description) and the input shaft acceleration Ni2a (corresponding to the second gear in the present) are established at the first to third speeds. Calculation is performed based on the gear ratio of the gear stage.

The downshift command transmission determination unit 3d determines whether or not a downshift request gear (for example, the second gear) has been transmitted in response to the shift command.
The required gear stage determination unit 3e determines that the required gear stage Gd is the first gear stage when the downshift command transmission determination unit 3d determines that the downshift request gear stage (second gear stage in the above description) has been transmitted. Of the clutch disk 41 (first clutch) and the second clutch disk 42 (second clutch), the actual gear stage input shaft corresponding to the currently engaged clutch disk (the first clutch disk 41 in the above description) ( In the above description, it is determined whether or not it coincides with the actual gear stage Gp (fourth speed gear stage in the above description) actually established in the second input shaft 22). That is, it is confirmed that the required gear stage Gd has not yet been established as the actual gear stage Gp, and that shift control is performed toward the required gear stage Gd.

  The engine rotational acceleration calculation unit 3f detects the engine speed Ne detected by the motor speed detection unit 2b when the request gear stage determination unit 3e determines that the request gear stage Gd does not match the actual gear stage Gp. Based on the above, the motor rotational acceleration Nea of the engine 4 (corresponding to the target rotational speed variation ΔNet of the present invention) is calculated. The prime mover rotational acceleration Nea can be obtained by differentiating the detected engine rotational speed Ne.

  The shift completion estimated time calculation unit 3g includes the current input shaft rotational speed Nip and the calculated input shaft acceleration Nia of the requested gear stage input shaft, the detected current engine rotational speed Nep, and the calculated prime mover rotational acceleration Nea. The shift completion estimated time T until the input shaft rotational speed Ni and the engine rotational speed Ne coincide (synchronize) is calculated. Specifically, the time t when the required gear stage input shaft rotational speed Ni (Gd) obtained by the following equation [Equation 2] and the engine rotational speed Ne obtained by the equation [Equation 3] coincide (equal). Is obtained as a shift completion estimated time T by calculation.

[Equation 2]
Ni (Gd) = Nip + Nia × t
Ni (Gd): Required gear stage input shaft rotational speed Nip: Current required gear stage input shaft rotational speed Nia: Calculated required gear stage input shaft acceleration t: Elapsed time from present

[Equation 3]
Ne = Nep + Nea × t
Ne: Engine speed Nep: Current engine speed Nea: Calculated prime mover rotational acceleration t: Elapsed time from now

  The input shaft rotation speed calculation unit 3h (corresponding to the shift completion rotation speed calculation unit of the present invention) at the completion of the shift is based on the calculated shift completion estimated time T and the required gear stage at the completion of the shift by the equation [Equation 2]. The input shaft rotational speed Ni (T) of the input shaft is calculated. At this time, the input shaft rotational speed Ni (T) of the required gear stage input shaft at the time of completion of the shift is calculated. However, the present invention is not limited to this mode, and the shift is performed by the formula [Equation 3] based on the calculated shift completion estimated time T. You may calculate the engine speed Ne at the time of completion.

  The target rotational speed variable speed control unit 3k is configured such that the calculated input shaft rotational speed Ni (T) at the time of completion of shifting is preset in accordance with the maximum engine rotational speed Nemax that is the allowable rotational speed of the engine 4. If it is greater than the threshold value E, the target rotational speed change rate ΔNet (primary engine rotational acceleration Nea) of the engine rotational speed Ne is set midway so that the input shaft rotational speed Ni (T) when shifting is completed becomes smaller than the prime engine overspeed threshold value E. Control to enlarge.

  In other words, when the input shaft rotational speed Ni (T) at the time of shifting completion is larger than the prime mover overspeed threshold E, the engine rotational speed Ne is set at the stage where the synchronization between the input shaft rotational speed Ni and the engine rotational speed Ne is completed. That is, the engine 4 has increased to just before (near) the maximum engine speed Nemax. Thereby, for example, even if the upshift control is executed after the upshift command is sent from the TCU 3 and the synchronization is completed, the engine speed Ne exceeds the maximum engine speed Nemax during the execution of the upshift control. May cause damage. For this reason, the target rotational speed change speed ΔNet (primary engine rotational acceleration Nea) of the engine rotational speed Ne is increased from the middle of the control so that the input shaft rotational speed Ni (T) at the completion of the shift does not exceed the prime engine overspeed threshold E. To change. By doing so, the engine speed Ne can be synchronized with the input shaft in the low speed range, and the shift can be completed without exceeding the prime mover overspeed threshold E. Here, the setting method of the engine overspeed threshold E may be determined in any way. In the present embodiment, an experiment is actually performed. For example, even when the vehicle is accelerating at the time of downshifting, if the input shaft speed Ni (T) at the time of gearshift completion is equal to or less than the motor overspeed threshold E. The prime mover overspeed threshold E is set to a value that does not cause the engine speed Ne to exceed the maximum engine speed Nemax.

  In this embodiment, two methods are prepared as methods for increasing the target rotational speed change rate ΔNet. The first method is to increase the target rotational speed change rate ΔNet by increasing the clutch torque Tc of the clutch to be engaged from now on. When the clutch torque Tc of the clutch performing the engagement control is increased, the engine torque Te (output driving force) is used as a driving force for running the vehicle. Along with this, the engine speed Ne is raised by the rotation of the wheel, and the target speed change speed ΔNet increases.

At this time, the magnitude of the clutch torque Tc at the time of engagement control for increasing the target rotational speed change rate ΔNet may be constant as shown by Tcg in FIG. 6, or the necessary target rotational speed change rate ΔNet. It may be set so as to increase linearly as indicated by Tce according to the inclination of.
If the input shaft rotational speed Ni (T) does not exceed the engine overspeed threshold value E and it is not necessary to increase the target rotational speed change speed ΔNet, the normal clutch torque Tcb as shown in FIG. in may be controlled, may be controlled by changing the clutches torque Tcc linearly in accordance with the deviation amount between the prime mover overspeed threshold E and the transmission completion time of the input shaft rotational speed Ni (T).

  The second method is to increase the target rotational speed change rate ΔNet by reducing the clutch torque Tc of the clutch that performs the disengagement control. When the clutch torque Tc of the clutch that performs the disengagement control is decreased, the engine torque Te (output driving force) of the engine 4 is reduced in resistance to rotation, so that the engine speed Ne rises, and as a result, the target speed change speed ΔNet Becomes larger.

The magnitude of the clutch torque Tc during disconnection control at this time to increase the target speed shift degree ΔNet may be a constant as shown in Tch 7, the target rotational speed shift of the ΔNet required Depending on the inclination, it may be set so as to decrease linearly as indicated by the clutch torque Tck. If the input shaft speed Ni (T) at the completion of the shift does not exceed the engine overspeed threshold E and the target speed change speed ΔNet does not need to be increased, the normal clutch torque Tcm as shown in FIG. The clutch torque Tcn may be linearly changed according to the amount of deviation between the prime mover overspeed threshold E and the input shaft speed Ni (T) at the time of completion of the shift.

  Moreover, you may control simultaneously by the said 1st and 2nd method. Thus, in the present embodiment, the target is controlled by controlling at least one of the two methods of increasing the clutch torque Tc of the clutch that performs engagement control and decreasing the clutch torque Tc of the clutch that performs disconnection control. Control is performed to increase the rotational speed change rate ΔNet.

Next, the shift control method and operation of the shift control apparatus provided in the dual clutch automatic transmission 1 of the first embodiment in a traveling vehicle will be described based on the time chart of FIG. 8 and the flowchart of FIG.
In the present embodiment, for example, the vehicle is accelerating, the second clutch disk 42 (second clutch) is engaged, and the second input shaft 22 and the engine 4 are connected. To do. At this time, the vehicle is traveling by the fourth speed gear stage established by the second input shaft 22. Therefore, the fourth gear is the actual gear Gp. Then, the driver desires acceleration and depresses the accelerator pedal P by a predetermined accelerator depression amount Lac, whereby the accelerator opening is downshifted to the third gear and second gear as shown by the one-dot chain line in FIG. A description will be given assuming that a shift request to the second gear (requested gear stage Gd) is transmitted from the TCU 3 by passing through the shift lines D and C.

Further, the shift state of the dual clutch 40 from the fourth gear to the second gear in the present embodiment is as shown in the torque column of FIG. Specifically, after the fourth-speed gear stage separation control is started and before shifting to the second-speed gear stage, the third-speed gear stage established by the first input shaft 21 is passed. The preset target clutch torque Tca applied to the dual clutch 40 is controlled to be substantially constant up to a predetermined position until shifting to the second gear. That is, the sum of the clutches torque T c and clutches torque T c of the second clutch disk 42 of the first clutch disk 41 is controlled to be substantially constant. At this time, the target clutch torque Tca is controlled to be smaller than the engine torque Te. The first clutch disk 41 and the second clutch disk 42 are maintained in a so-called half-clutch state by the target clutch torque Tca controlled to be substantially constant, and as a result, the engine speed Ne rises and a predetermined speed change speed is achieved. It is controlled to increase with ΔNet. The engine speed Ne thus increased is synchronized with the input shaft rotational speed Ni of the second input shaft 22 which is increased by downshifting to the second gear, and the shift is completed. The shift control method will be described below on the premise of such a shift.

  In step S10 (estimated input shaft acceleration calculation step), the current input shaft speed Ni1 of the first input shaft 21 or the input shaft speed Ni2 of the second input shaft 22 detected by the input shaft speed detector 3a is set. Based on the estimated input shaft acceleration Ni1a of the input shaft when the low speed side shift gear stage (3 to 1st gear stage) lower than the actual gear stage Gp (fourth gear stage) is established in the corresponding input shaft. , Ni2a is estimated and calculated by the method described above.

In step S14 (required gear stage determination step), it is determined by the required gear stage determination unit 3e whether or not the required gear stage Gd matches the actual gear stage Gp. In the present embodiment, the second speed gear stage (required gear stage Gd) and the fourth speed gear stage (actual gear stage Gp) do not coincide with each other, and the process moves to step S16. If they match, the shift to the required gear stage Gd has already been completed, and the process returns to step S10.
In step S16, the current engine speed Nep detected by the motor speed detector 2b shown in FIG. 8 is differentiated to calculate the motor speed acceleration Nea.

In step S18 (shift completion estimated time calculation step), the shift completion estimated time calculation unit 3g first calculates the low speed side shift gear stage (second gear stage) calculated corresponding to the requested gear stage Gd (second gear stage). The estimated input shaft acceleration Ni2a is set as the required gear stage input shaft rotational speed Ni (Gd). Next, the elapsed time t (= shift completion estimated time T) from the present at the point K (see FIG. 8) where the required gear stage input shaft rotational speed Ni (Gd) matches the calculated engine rotational speed Ne (see FIG. 8). Is calculated from Equation [Equation 2] and Equation [Equation 3].
In step S20 (shift speed completion rotation speed calculation step), based on the shift completion estimated time T, the shift completion input shaft speed Ni (T) of the required gear stage input shaft is calculated. At this time, based on the estimated shift completion time T calculated as described above, the engine speed Ne (T) at the completion of the shift may be calculated by using the formula [Equation 3].

  In step S22 (target rotational speed variable speed control step), the calculated input shaft rotational speed Ni (T) at the completion of the shift (or engine rotational speed Ne (T) at the completion of the shift) is set to the allowable rotational speed ( It is determined whether or not the engine overspeed threshold value E is set in advance according to the maximum engine speed Nemax). When it is larger than the prime mover overspeed threshold E as in the present embodiment, there is a possibility that the input shaft speed Ni (T) when shifting is completed is too close to the maximum engine speed Nemax and exceeds the maximum engine speed Nemax. Therefore, the process moves to step S24, and processing for not exceeding the prime mover overspeed threshold E is performed. If it is smaller than the prime mover overspeed threshold value E, the process moves to step S26 and the control is performed at the normal target speed variable speed.

  In step S24 (target speed variable speed control step), the target speed variable speed control unit 3k is configured to prevent the input shaft speed Ni (T) upon completion of gear shifting from exceeding the prime engine overspeed threshold E. 4 is controlled so as to increase the target rotational speed change rate ΔNet of 4 from the middle of the control. At this time, in the present embodiment, the clutch torque Tc of the first clutch disk 41 corresponding to the first input shaft 21 in which the third speed gear stage that is controlled to be separated in order to increase the target rotational speed change rate ΔNet is established. (Refer to part F in FIG. 8). As a result, the engine 4 starts to be blown up by its own engine torque Te, and the target rotational speed change rate ΔNet increases (refer to part G in the rotational speed column in FIG. 8). At this time, the magnitude of the target rotational speed change rate ΔNet may be determined in any way as long as the input shaft rotational speed Ni (T) at the completion of the shift does not exceed the engine overspeed threshold value E. As a result, the input shaft rotational speed Ni (T) at the time of completion of the gear shift becomes equal to or less than the prime engine overspeed threshold value E. For example, even if an upshift gear shift command is transmitted after the gear shift is completed, the gear shift is performed without exceeding the maximum engine speed Nemax. It can be completed and reliability is improved.

  In addition to the above method, as described above, as a method of increasing the target rotational speed variation ΔNet, control is performed so that the target rotational speed variation ΔNet is increased by increasing the clutch torque Tc of the clutch that performs engagement control. May be. That is, in the present embodiment, control is performed so as to increase the clutch torque Tc of the second clutch disk 42 corresponding to the second input shaft 22 in which the second speed gear stage (requested gear stage Gd) to be engaged from now on is established. do it. This also increases the target rotational speed change rate ΔNet, and the same effect can be obtained. Further, the control may be performed by simultaneously performing a decrease in the clutch torque Tc of the first clutch disk 41 that is controlled to be disconnected and an increase in the clutch torque Tc of the second clutch disk 42 that is controlled to be engaged.

  In the above description, the control for increasing the target rotational speed change rate ΔNet is performed in a state where the third gear is established. However, the present invention is not limited to this, and the fourth gear shown in FIG. The control of the present invention can also be applied in a state in which the engagement of the third gear is controlled. Thus, by applying the control of the present invention at an earlier stage, the reliability for exceeding the maximum engine speed Nemax is further improved.

  As is clear from the above description, in the dual clutch automatic transmission 1 according to the present embodiment, a shift command is sent by the downshift required gear stage Gd, and the required gear stage determination unit 3e is engaged. If it is determined that the actual gear stage Gp established by the input shaft (actual gear stage input shaft) corresponding to is different from the required gear stage Gd, the required gear stage input shaft corresponding to the required gear stage Gd in the engagement control is determined. The estimated shift completion time T until the input shaft rotational speed Ni and the prime mover rotational speed of the engine 4 (prime mover) coincide (synchronize) is calculated. At this time, the estimated shift completion time T is the target rotational speed determined by the preset target clutch torque every time the input shaft rotational speed is detected and the predetermined actual gear stage Gp is shifted to the predetermined required gear stage Gd. It is calculated according to the variable speed. Thereafter, based on the calculated shift completion estimated time T, the input shaft rotational speed Ni (T) at the completion of the shift of the required gear stage input shaft corresponding to the required gear stage Gd is calculated. When the calculated input shaft speed Ni (T) at the completion of the shift is larger than the prime mover overspeed threshold E set in advance according to the maximum engine speed Nemax (allowable speed) of the engine 4 (prime mover). The clutch that performs engagement control so that the target rotational speed change speed ΔNet of the engine rotational speed Ne is increased from the middle of the shift control so that the input shaft rotational speed Ni (T) becomes smaller than the prime engine overspeed threshold E when the shift is completed. The clutch torque Tc is increased and at least one of the clutch torque Tc is decreased.

  That is, when it is desired to increase the target rotational speed variation ΔNet while transmitting a predetermined torque to the drive wheels, this is achieved by increasing the clutch torque Tc of the clutch that performs the engagement control. Further, when it is desired to increase the target rotational speed change rate ΔNet while giving priority to the reduction of the shift shock over the transmission of torque to the drive wheels, this is achieved by reducing the clutch torque Tc of the clutch that performs the separation control. In this way, it is possible to properly use and control the control methods appropriately according to the situation. As a result, the engine speed Ne can be synchronized (matched) with the input shaft in a speed range smaller than the prime mover overspeed threshold value E, so that the prime mover revolution number is prevented from over-rotating even during a downshift. The shift by the required gear stage Gd can be completed satisfactorily, and the reliability is improved.

  Further, since the shift completion estimated time T is calculated from the prime mover rotational acceleration Nea calculated based on the actual engine speed Ne, the shift completion estimated time T can be estimated with high accuracy, and the reliability is improved.

  Next, in the present embodiment, when the estimated shift completion time T is calculated, the required gear stage input shaft rotational speed Ni (Gd) represented by the equation [Equation 2] and the engine rotation represented by the equation [Equation 3]. The estimated shift completion time T was obtained by calculating the elapsed time t from the present when the number Ne coincides (synchronizes). However, the present invention is not limited to this mode. As a modified example, as shown in FIG. 10, for example, the fourth speed gear stage (actual gear stage Gp) → the second speed gear stage (required gear stage Gd), the fifth speed gear stage (actual gear stage Gp). → Estimate the shift completion estimated time T based on the map data of the shift completion estimated time T with respect to the vehicle speed V determined by the combination pattern of the gears to be shifted down, such as the third gear (required gear Gd). May be. At this time, the vehicle speed V may be obtained from the input shaft speed of the first input shaft or the second input shaft, or the output of the vehicle speed sensors 23a and 23b provided in the vicinity of the wheels 16a and 16b is detected. You may ask for.

  As described above, in the modification, a map is created by using the fact that the estimated shift completion time T is determined by the magnitude of the target clutch torque Tca that is preset according to the vehicle speed V, the accelerator depression amount Lac, and the like. From this, the shift completion estimation time T is estimated and calculated. At this time, the accelerator depression amount Lac is detected by the accelerator depression amount detection unit 2a of the ECU 2. In the map shown in FIG. 10, the magnitude of the depression amount Lac of the accelerator pedal P is divided into, for example, three stages, and the shift completion estimated time T is determined based on the classification. Thus, the shift completion estimated time T can be estimated with higher accuracy. Further, in the shift control method of the modification, step S16 is deleted in the flowchart of FIG. 9, and the shift completion estimation corresponding to the vehicle speed V and the accelerator depression amount Lac is performed from the map of FIG. 10 in step S18 (shift completion estimated time calculation step). What is necessary is just to calculate the time T. Other controls are the same as those in the first embodiment, and the same effects as those in the first embodiment can be obtained.

  In the present embodiment, the vehicle travels with the fourth speed gear established by the first input shaft 21, and then shifts to the second speed gear through the third speed gear. Has been described as being sent from TCU3. However, the present invention is not limited to this, and a mode (so-called single shift) in which a shift request for shifting from the fourth gear to the second gear without passing through the third gear is sent from the TCU 3 may be used. In this case, first, the shift control unit 3b disconnects the second clutch disk 42 to which the second input shaft 22 in which the fourth gear is established is disconnected by the disconnection control. Thereafter, due to the action of the second gear stage established on the separated second input shaft 22, the second input shaft rotational speed Ni2 at the fourth gear stage before the separated gear shift is increased. The engine speed Ne is increased by fuel injection or the like so as to match the second input shaft speed Ni2 of the second input shaft 22, and then the engagement is controlled by the second clutch disk. And when performing this engagement control, the control according to the present invention may be applied. This also provides the same effect as that of the first embodiment.

  In the present embodiment, 51, 53, 55 and 57 are fixedly provided on the first input shaft 21 with odd-numbered drive gears, and the even-numbered drive gears 52, 54, And 56 were fixed. The first countershaft 31 and the second countershaft 32 mesh with the odd-numbered drive gears of the first input shaft 21 to establish odd-numbered gears, and the second input shaft 22 The driven gears 62, 64, and 66 that mesh with the even-numbered drive gears to establish the even-numbered gears are provided so as to be free-wheeling. However, the present invention is not limited to this, and the drive gears 51, 53, 55, and 57 and the drive gears 52, 54, and 56 may be provided on the first input shaft 21 and the second input shaft 22 so as to be free to rotate. At this time, the first to seventh speed driven gears 61 to 67 may be fixedly provided on the first countershaft 31 and the second countershaft 32.

  Further, like the dual clutch automatic transmission disclosed in FIG. 1 of Japanese Patent Application Laid-Open No. 2011-144882, only the seventh speed drive gear 26a is provided on the first input shaft 15 so as to be free-wheeling and meshed with the seventh speed drive gear 26a. The seventh speed driven gear 26b may be fixed to the second countershaft 18. Further, as shown in FIG. 1 of the publication, the first input shaft 15 and the output shaft 19 may be directly connected by moving the switching clutch 30D to the right side of the drawing. The same effect can be obtained in such a dual clutch type automatic transmission.

  The arrangement of the first and second clutch disks 41 and 42, the center plate 43, and the first and second pressure plates 44 and 45 constituting the dual clutch 40 according to this embodiment will be described in this embodiment. However, the present invention is not limited to this mode and may be arranged in any way.

  In the present embodiment, the dual clutch automatic transmission having the seventh forward speed is described as the dual clutch automatic transmission according to the present invention. However, the present invention is not limited to this mode, and the dual clutch automatic transmission may have a forward shift speed exceeding 7th speed or a forward shift speed not exceeding 6th speed. This also provides the same effect.

In the present embodiment, four fork shafts 135 are provided, and the forks 72a to 72d provided for the respective fork shafts 135 are operated to switch the gear stages. However, the present invention is not limited to this, and a selection motor may be provided, the fork shaft may be selected by driving the selection motor, and the selected fork shaft may be slid by the shift motor to switch each gear stage.
Further, the dual clutch type automatic transmission may be applied to other automatic transmissions such as motorcycles, instead of being applied to automobiles.

DESCRIPTION OF SYMBOLS 1 ... Dual clutch type automatic transmission, 2 ... Transmission control unit (ECU), 3 ... Transmission control unit (TCU), 4 ... Engine, 4a ... Output shaft rotation speed sensor, 10 ... Case, 11 ... Mission case, 12 ... Clutch housing, 17 ... First clutch actuator, 18 ... Second clutch actuator, 21 ... First input shaft, 22 ... Second input shaft, 23a, 23b ... vehicle speed sensor, 31 ... first countershaft, 32 ... second countershaft, 40 ... dual clutch, 41 ... first clutch disc, 42. .. Second clutch disk, 101, 104... First shift mechanism (first and fourth shift clutch), 102, 103... Second shift mechanism (second and third shift clutch).

Claims (3)

A first input shaft and a second input shaft arranged concentrically;
A dual clutch having a first clutch for transmitting a rotational driving force of a motor of a vehicle to the first input shaft and a second clutch for transmitting the rotational driving force to the second input shaft;
And passed a odd-numbered gear shift stage, and shift the rotational driving force transmitted to the first input shaft and the first shift mechanism for outputting to the driving wheel side,
A second shift mechanism that establishes an even-numbered shift stage, shifts the rotational driving force transmitted to the second input shaft, and outputs it to the drive wheel side ;
A motor speed detector for detecting the speed of the drive shaft of the motor as a motor speed;
An input shaft rotational speed detection unit for detecting the input shaft rotational speeds of the first input shaft and the second input shaft;
When a shift command is sent, the first clutch and the second clutch of the first input shaft and the second input shaft that are separated from the prime mover are engaged with the input gear. corresponding separating clutch row the disconnection control of switching away the Utotomoni, required gear stage in which the connected to a prime mover of said first input shaft and the second input shaft corresponds to an input shaft which satisfies A shift control device that performs engagement control for engaging the engagement side clutch,
The shift control device includes:
When switching between the disengagement-side clutch and the engagement-side clutch, the disengagement-side clutch torque of the disengagement-side clutch immediately before the switching start time is smaller than the rotational drive torque of the prime mover. A first control unit that controls the engagement-side clutch torque of the engagement-side clutch immediately before the switching start time to zero,
Based on the detected input shaft rotational speed of the first or second input shaft, a low-speed side transmission gear stage that is lower than the actual gear stage is established on the corresponding first or second input shaft. An estimated input axis acceleration calculation unit for calculating an estimated input axis acceleration of the first or second input axis in the case;
A downshift command transmission determination unit that determines whether or not a downshift request gear stage is transmitted by the shift command;
A requested gear stage determining unit that determines whether or not the requested gear stage and the actual gear stage coincide with each other when it is determined by the downshift command transmission determining section that the requested gear stage of the downshift has been transmitted; ,
When the request gear stage determination unit determines that the request gear stage does not match the actual gear stage, the calculated input shaft acceleration of the calculated low speed side transmission gear stage corresponding to the request gear stage and a goal rotational speed shift level required before Symbol prime mover based-out, the operation of the shift change completion estimated time until the shift completion the engaging said input shaft rotational speed in the control and said engine rotational speed is synchronized A shift completion estimated time calculating unit to perform,
A shift completion speed calculator that calculates the input shaft speed at the completion of the shift or the speed at the completion of the shift of the prime mover based on the calculated shift completion estimated time;
It said engagement for performing the subsequent start time point of the switch, the front KisetsuHanare side clutch torque for performing pre KisetsuHanare control be reduced compared to before the start of the switching, and the engagement control increasing the side clutch torque as compared to before the start of the switching, at least one of the turned row increasing from the middle of the shift control said target rotational speed shift degree, the prime mover overspeed the rotational speed during the shift change completion A target rotational speed variable speed controller that is smaller than a threshold value;
Dual-clutch automatic transmission with In claim 1,
A prime mover rotational acceleration calculator that calculates the prime mover rotational acceleration of the prime mover based on the prime mover rotational speed of the prime mover;
The shift completion estimated time calculator is
A dual clutch type automatic transmission that changes the target rotational speed change speed based on the calculated prime mover rotational acceleration. A first input shaft and a second input shaft that are concentrically arranged, a first clutch that transmits a rotational driving force of a prime mover of a vehicle to the first input shaft, and a second clutch that transmits the rotational driving force to the second input shaft. a dual clutch having two clutch, and passed a odd-numbered gear shift stage, a first shift mechanism for outputting the rotational driving force transmitted to the first input shaft to the gear drive wheel side, passed a even-shift-stage A second shift mechanism that shifts the rotational driving force transmitted to the second input shaft and outputs it to the drive wheel side, and a motor rotational speed detection that detects the rotational speed of the driving shaft of the motor as a motor rotational speed. A first shaft and an input shaft rotational speed detector for detecting the rotational speed of each input shaft of the first input shaft and the second input shaft; , The first input shaft and the 2 row a disconnection control for switching away the separating clutch which actual gear stage is decoupled from said prime mover corresponding to the input shaft is established in the input shaft Utotomoni, the first input shaft and the second A dual-clutch automatic transmission comprising: a shift control device that performs engagement control for engaging an engagement- side clutch corresponding to an input shaft that establishes a required gear stage connected to the prime mover of the input shaft. A shift control method,
The shift control method includes:
When switching between the disengagement-side clutch and the engagement-side clutch, the disengagement-side clutch torque of the disengagement-side clutch immediately before the switching start time is smaller than the rotational drive torque of the prime mover. A first control step for controlling the engagement-side clutch torque of the engagement-side clutch immediately before the switching start time to zero,
Based on the detected input shaft rotational speed of the first or second input shaft, a low-speed side transmission gear stage that is lower than the actual gear stage is established on the corresponding first or second input shaft. An estimated input axis acceleration calculating step for calculating an estimated input axis acceleration of the first or second input axis in the case;
A downshift command transmission determination step for determining whether or not a downshift request gear stage is transmitted by the shift command;
A requested gear stage determining step for determining whether or not the requested gear stage and the actual gear stage coincide with each other when it is determined in the downshift command sending judging step that the requested gear stage for the downshift has been sent out; ,
When it is determined by the required gear stage determination step that the required gear stage does not match the actual gear stage, the calculated input shaft acceleration of the calculated low speed side transmission gear stage corresponding to the required gear stage and a goal rotational speed shift level required before Symbol prime mover based-out, the operation of the shift change completion estimated time until the shift completion the engaging said input shaft rotational speed in the control and said engine rotational speed is synchronized A shift completion estimated time calculating step to perform,
A shift completion rotation speed calculating step for calculating the input shaft rotation speed or the prime mover rotation speed when the shift is completed based on the calculated shift completion estimated time;
It said engagement for performing the subsequent start time point of the switch, the front KisetsuHanare side clutch torque for performing pre KisetsuHanare control be reduced compared to before the start of the switching, and the engagement control increasing the side clutch torque as compared to before the start of the switching, at least one of the turned row increasing from the middle of the shift control said target rotational speed shift degree, the prime mover overspeed the rotational speed during the shift change completion A target rotational speed variable speed control step that is smaller than a threshold value;
A shift control method for a dual clutch automatic transmission comprising:

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